PRECISION REMANUFACTURINGRack & Pinion Specialists Since 1987

PACKING PROWESS–Good, Bad, Ugly

SEVEN WAYS TO DESTROY A TURBO

PATENTS & REMAN–Possible Pitfalls

SAFE SOLDERING–Hazards and Solutions

WARRANTY POLICY–How Does Yours Compare

And Much More ...

OCTOBER • 2019

THE OFFICIAL PUBLICATION OF THE AUTOMOTIVE PARTS REMANUFACTURERS ASSOCIATION

OCTOBER • 2019

THE OFFICIAL PUBLICATION OF THE AUTOMOTIVE PARTS REMANUFACTURERS ASSOCIATION

AUTOMOTIVE WATER PUMP COMPONENT PARTS

BEARINGS IMPELLERS TUBES SEALS SEATS BELLOWS GASKETS BACK PLATES SCREWS HUBS BALL BEARINGS

We are a dedicated company to service all of the country. We specialize in the distribution of water pump parts. We have been in business for more than 30 years, providing the best products at reasonable prices.

ASE INDUSTRIES, INC.1920 S. Griffith Ave. Los Angeles, CA. 90011

TEL: 213.746.0273 / 800.327.4273 FAX: 213.748.1151 / Mon-Fri, 8AM-4PM / Email:aseindustries@att.net(SE HABLA ESPAÑOL)

WWW.ASEINDUSTRIES.COM

WE HAVE A WIDE SELECTION OF CURRENT & HARD TO FIND PARTS

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 3

THERE IS NO AUTOPILOT!

I was talking to some Sales people at various APRA Member shops the last couple of weeks. We were talking about how they do a lot less traveling because of budgets. Pretty much

once they land a customer, they communicate via emails or texts, because they are on Autopilot. Th ey get a PO, they fi ll the order, and they ship the product—simple and easy.

Th is is a very dangerous approach to handling your customers, even if they have been your customer for 10 years. Th ere is so much competition these days. We all feel the pressure, and we all are going aft er the same piece of the pie!

Don’t kid yourself. A lot of us are selling the same part, at almost the same price. So what diff erentiates us? It’s US! It’s you! It’s the relationship you build with your customer. It’s trust ... trust that you will take care of them—take care of situations that arise. Maybe it’s a warranty. Maybe an end customer is having issues installing the product. Maybe they need assistance in trouble-shooting the product. It is vitally important that you stay in front of your customer and communicate with them. And when I say communicate, I mean picking up the phone or actually standing in front of them. Be careful of being on Autopilot. Don’t just keep sending emails. A lot of customers get 50 emails a day. Where do you think you rank in those 50? Don’t text all the time. Pick up the phone, and let them know you have this handled. Reaffi rm that relationship.

Nothing is more powerful than F2F (face-to-face) communication. It’s tradeshow/conference season now—with the BigR Show, Powertrain Expo, AAPEX Show, SEMA Show, Automechanika Shanghai, Commercial Vehicle Show, MERA Conference, RIC/RIT Reman Conference, PERA Show, and HDAW. Th ey are everywhere! Your customer will be at one of these Shows, and they will be meeting your competitors. I am not saying you have to attend all of these shows. Th at’s impossible and way too expensive! I am saying, at the Shows you do attend, make sure you are getting in front of your customers! Get off Autopilot! Communicate to them your value and your strengths. Talk to your customers! Find out what changes have occurred in their companies recently ... especially if your customer has recently experienced a merger or a sale. Th at can be exceptionally stressful. Very dynamic changes can occur within an organization that could ultimately aff ect your business. You need to understand those internal and external pressures. You can gain vital information with a 3-minute phone conversation or a 5-minute F2F conversation. It’s time to get OFF Autopilot!

I hope to see you all F2F at the BigR Show in Las Vegas and during Industry Week.

I always welcome response or rebuttal to my comments at kripli@apra.org

Respectfully, Joe KripliAPRA President

INDUSTRY CALENDAR

Kripli’s Corner Contents

Advertisers

Joe Kripli

COPYRIGHT 2019/AUTOMOTIVE PARTS REMANUFACTURERS ASSOCIATION. The APRA Reman Connection is published as a membership service by the APRA. The opinions expressed in the articles in this publication are those of the author of the articles and not the publisher. While every reasonable attempt has been made to assure that the information in this publication is accurate, the publisher assumes no responsibility for any omissions or errors, nor for the application of any advice or suggestions in any particular situation. Due to space limitations, all items published are subject to abridgment. Unsolicited items will not be returned.

Kripli’s Corner / Calendar ..................3Industry News ......................................4In Memoriam–Kenneth Turner.........5Precision Remanfacturing ..................6Packing Prowess ..................................9Circular Economy ...............................10Turbocharger Failures .........................13New Renegade Parts Washer .............14CRC Bioremediating Washer .............15Design For Reman—Truck Parts ......16Patents In Remanufacturing ..............20 Safe Soldering ......................................23Mechatronics ........................................25Your Warranty Policy ..........................26Transmission Digest ............................29

APRA-Savings Programs ....................12APRA-Tech ...........................................22ARMEX.................................................11ASE Industries .....................................2Big-R Show ...........................................18BPS Cores, Inc ......................................6PartRef ..................................................5RAS ........................................................32RIC ........................................................19WAI .......................................................14

The APRA REMAN Connection Volume 29, Number 3O� ce Contact:Phone: (703) 968-2772FAX: (703) 968-2772Email: info@apra.org

APRA President:Joe Kripli - kripli@apra.org

APRA Chairman:Tom Dunn - tom@aapinc.com

REMAN Connection Editor:Wes Grueninger, Sr. - wes@apra.org

ReMaTec AsiaOct 11-13Guangzhou, ChinaRIC-RIT World Reman Con-ferenceOct 9-10, 2019 Rochester, New York

ATRA ExpoOct 30-Nov 2Las Vegas, Nevada

APRA Big-R ShowNovember 1–2, 2019Las Vegas, Nevada

APEX 2019November 5–72, 2019Las Vegas, Nevada

BBB Industries, LLC (BBB) was recently named one of the Best Companies to Work for in Alabama. This recognition reflects BBB’s commitment to maintain a collaborative work culture where its passionate and dedicated employees can contribute, grow and thrive.

“We are extremely proud to be named one of the Best Companies to Work for in Alabama,” said BBB’s CEO Duncan Gillis. “We have a talented team, and we are committed to maintaining a work environment and company culture that enables our employees to reach their full potential.”

Stories include:• Leadership Changes

at SRC• RIC Launches

Remanufacturing Accreditation Program

• Disruptive Innovation and Remanufacturing - RIC-RIT World Reman Conference Preview

• and more ...Available at remanworld.com

Heavy Duty Aftermarket Week (HDAW) is the largest North American gathering of the independent heavy-duty industry. It was created by the industry’s leading trade associations and

marketing groups with a long-term goal of consolidating the many annual events on the heavy duty industry calendar.

www.hdaw.org

The impact of digitisation, automation, robotization and electric vehicles on the fast-changing world of remanufac-turing is the topic of Fernand Weiland’s new book, To Elevate Automotive Remanufacturing by Innovation and Automation.

A passionate ambassador for remanufacturing for many years and a former chair of APRA Europe, Weiland analyzes the potential for growth in the remanufacturing market via new technologies.

Explore these new ways of working as Weiland and his fellow expert co-authors from across the industry, Gerhard Gerke, Sebastian Groß, Thomas Bartscherer, Thijs Jasink, Nigel Ramsden, Francesco Maltoni and Mike Hague-Morgan, go beyond the general aspects of remanufacturing covered in Weiland’s last book, Make-New-Again. Find out how the revolution in traditional reman processes is being driven by innovation and automation.

More information: www.makenewagain.com or contact Fernand.weiland@t-online.de

INDUSTRY NEWS& UPDATES

BBB Industries Named One Of The 2019 Best Companies To Work For In Alabama By “Business Alabama” Magazine

The Latest RemanWorld Magazine Is Available

APRA European Symposium

New Book by Fernand Weiland

HDAW - HEAVY DUTY AFTERMARKET WEEKJANUARY 27-30, 2020 | GRAPEVINE, TEXAS

Stay updated. Register for our newsletter: www.apra.org/europe

SYMPOSIUMAPRA RECEPTION

DINNER

PLANT VISITS:

ZF (FRydland)

KnoRR-BRemSe (liBeRec)

SAVE THE DATE:APRA European Symposium24 - 27 March 2020Prague, Czech Republic

4 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

Kenneth Grady Turner, Sr. passed away at age 91. He was born on August 21, 1928, in Corpus Christi, Texas to C.G. and Clementine “Clemie” Cole Turner. Aft er graduating from high school in 1947, Ken attended Delmar College, North Texas State Teachers College, and Texas A&I in Kingsville where he received his Bachelor of

Business Administration in 1952. Ken and his wife Peggy were married 66 years and had three sons—Kenny, Ted, and John. Ken proudly served his country in the Marine Corps Reserves and in the Army. Ken and Peggy began their marriage in Fort Sill, Oklahoma but moved back home to Corpus Christi in 1955. Ken joined his father’s business, C.C. Battery Co., Inc., and he spent his career there designing and manufacturing special equipment for industrial and agricultural engines that were shipped all over the world. Under Ken’s leadership, C.C. Battery was one of the oldest family-owned businesses to become a member of the (United) Corpus Christi Chamber of Commerce. As owner and CEO, Ken took C.C. Battery to new heights, and in 2012 he was recognized by his peers in the industry as a distinguished member of the Automotive Parts Remanufacturers Association (APRA).

Viking is proud to introduce their newest washer, the MBW3612 SS. Th is new and redesigned unit has a 36-inch wide by 12-inch tall wash zone on a stainless steel mesh belt conveyor.

Th e unit is made for standard manufacturing applications. Belt fl ow speeds are adjustable from 2 to 10 feet per minute on a continuous pass-through basis. Th e cabinet is made of fully insulated 10-gauge stainless steel. Spray bars are arranged to include two wrap-around stainless steel spray bars equipped with 32 quick-disconnect nozzles for maximum coverage. Th e same spray bars will provide side spray for 360-degree coverage, along with a 7.5hp pump with a 400 gallon tank reservoir pumping at 60 psi pressure. Th e pumps do not contain bearings, seals or gaskets to replace. Th ese washers are supplied optionally with sludge drags, oil coalescing systems, canister fi ltration, rinse and dry.

Visit us at www.vikingcorporation.com

r

INDUSTRY NEWS & UPDATES ... continued

IN MEMORIAM—Kenneth Grady Turner 1928–2019

Viking Introduces Redesigned Washer

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 5

Jake Beidler, owner of Precision Remanufacturing, Inc. in Chicago, Illinois, has worked in the automotive parts remanufacturing industry for over 45 years. Born

and raised in Pittsburgh, Pennsylvania, he followed in the footsteps of his father, uncle and brother by attending Lehigh University, where he graduated in 1974 with a degree in mechanical engineering. Th is course of study prepared him for his entrance into the reman industry, working as a tool designer for Champion Parts Rebuilders of Chicago.

1974–1978: Champion Parts Rebuilders

While working for Champion, Beidler gained industry experience and knowledge of all the production lines in Champion’s six large manufacturing plants around the country. He soon learned that he did not want to be just a draft sman sitting at a desk in an offi ce. He wanted to be out in the shop—working hands-on with the parts and machinery. Champion gave him that opportunity! From 1974 to 1976, he was working hard and loving it! “When you love what you do, it’s not like a job,” Beidler asserts.

It was Champion that used the terms “re-engineering” and “remanufacturing” when referring to the “complete teardown, cleaning and reassembly with new parts” of their automotive products, which included starters, alternators, generators, water pumps and distributors. Beidler was getting a truly complete education in the world of remanufacturing! APRA provided part of that education by presenting countrywide “teaching clinics”. Beidler was able to attend these clinics, as well as APRA division meetings and tours of many of the rebuilding plants around the country. He had access to all of the latest remanufacturing information.

In 1977, Beidler was promoted to assistant to the vice-president, and was given the job of designing and building an effi cient remanufacturing carburetor plant for Champion in Lockhaven, Pennsylvania. Th is required traveling around the country to study all fi ve of the company’s existing carburetor plants … taking their best procedures and incorporating them with the most up-to-date technologies to create this new plant.

Beidler gratefully acknowledges that working for Champion provided him not only with opportunities to learn all the elements of the remanufacturing industry, but it also gave him the confi dence to “design and build anything!”

PRECISION REMANUFACTURING, INC.Racking Up Business

Remanufactured racks ready for tie rod ends and bellows.

By Betsy Grueninger

6 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

1977: Kaufman Products is started

It was during his five years in Chicago working at Champion Parts Rebuilders, that Beidler became aware of the large number of small-to-medium-sized rebuilding shops. “All of these rebuilders were primarily family-owned and profitable,” said Beidler. “They had pride in what they made, but lacked in real engineering.” Seeing a need, Beidler set about to fill that need, by starting a consulting business for remanufacturers … a company he called Kaufman Products. (Kaufman is Beidler’s middle name.)

It was in 1978 that Beidler left Champion Parts Rebuilders, and began to work with United Carburetor, setting up their second carburetor remanufacturing plant in Chicago. Beidler also worked with other companies in Chicago including Ampere Automotive and Dependable Carburetor. He was “in the thick of the remanufacturing industry” at that time. Through his contacts, he was put in touch with many rebuilders who needed help to expand their businesses and to fix tooling problems.

1978: Set up first rack and pinion reman operation

While in the position of mechanical engineer, Beidler also worked with United Carburetor’s newly hired industry veteran, Jerry Mudryj, Sr., to set up and manage United’s new rack and pinion production plant. Beidler said, “Jerry and I found out right away … the inherent problem with almost every rack … was what we called morning sickness. It was a problem that occurred when the car was cold. The repair involved using a sleeve. “But,” Beidler explained, “no one offered a machine for boring all the different housings so the sleeves could be installed. So as Jerry and I would develop a rebuilding process and the tools needed to rebuild each type of rack, I would design the tooling for boring and sleeving each unique rack housing.” The rack and pinion remanufacturing business grew fast! So they hired Jerry’s son (Jerry Jr.) to help with the business.

The three men used to jokingly say that they should start

their own rack and pinion company, but they were not seriously considering it at that time. They were all busy with their present work, and Beidler’s consulting company, Kaufman’s, was doing very well.

In 1985, Jerry (“Junior”) took over managing the rack and pinion department from his father at United

Carburetor. Over time, Jerry Jr. and Beidler developed a great working relationship and came to respect each other’s work ethic and their shared desire to the best job possible.

It was during that same year that the head of Continental Carburetor, Harry Damon, asked Beidler to set up a similar rack and

pinion production plant for him in New York. Beidler shipped him all of the necessary

equipment, and after the new shop was set up, Damon realized he needed someone to train his people on how to do the actual rebuilding. So Jerry Jr. and Beidler put together a training program, and the two of them spent a week in New York, teaching the new crew how to rebuild “racks”.

For the next two years, Beidler’s consulting company continued to help more rebuilders to set up production lines for rebuilding racks.

In 1987, the Continental Carburetor company in New York was sold. The new owner did not really want to pursue the “rack-rebuilding” portion of his newly acquired company. So he called Beidler and said, “Jake, I have no desire to start building racks. Can you please try and sell all this stuff for me?”

Back in Chicago, United Carburetor (where, Jerry Jr. was still employed) was also in the process of being sold, and the sale was not going smoothly for either the buyer or the seller. Things were in a bit of an uncertain state.

1987: It all comes together

Everything was coming together to create the perfect time for Beidler and Jerry Jr. to finally make their dream of starting up their own rack and pinion business a reality. The final “piece” fell into place when Dependable Carburetor, in Chicago, was

Testing an electric rack and pinion. These racks are ready to be boxed to fill a customer’s order.

PRECISION REMANUFACTURING ... continued

“When you love what you do, it’s not like a job.”

–Jake Beidler

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 7

moving to a 10,000 square feet location. The owner, Lee Byers, offered Beidler 400 sq. ft. in the basement of his new building to start a new rack and pinion business. Along with that, Byers also offered to let them use his cleaning equipment. The icing on the cake was when Byers said, “How about I buy every rack you put on my shelf, and I’ll be your first distributor?”

Who could ask for anything more? Jerry and Jake agreed to go ahead with their plans and make it all happen. The two of them flew to New York, where they were able to buy all of the unwanted rack and pinion rebuilding equipment from Continental Carburetor for an

unbelievably low price. The sale included everything … vertical

milling machine, tester, boring tooling, cores, repair parts, tools and even the boxes! The owner of Continental Carburetor didn’t stop there. He also gave Beidler all of the inventory he had of axles, which included cores, repair parts finished pieces and boxes! It was an unexpected bonus for Beidler and Jerry!

When everything had been boxed and shipped to Chicago, much of the axle inventory and machinery was sold to other rebuilders, providing working capital to start the new business, which was called Precision Remanufacturing, Inc.. It was a good working partnership with Jerry building the racks and Beidler handling the sales and the customers.

After only one year, their business had grown too large for its original space. That is when they moved it to its present location on Fullerton Ave. in Chicago.

When he began his role as salesman for Precision Remanufacturing, Beidler said, “I thought I knew nothing about sales. But Ron D’Alessandro (Beidler’s friend and mentor) said,

‘If you love what you do, that’s all the salesman you need.’” Since Beidler loved what he was doing, and he completely understood what he was selling, he was able to confidently make the transition from mechanical engineer to salesman. Ron also helped him navigate the multiple pricing levels. This was the era of the tri-level sales set-up … wholesale, distributor and jobber. For the next 13 years, Precision Remanufacturing sold rack and pinions exclusively to jobbers, mostly in Chicago. In 1999, Precision did begin to sell to Certified Automotive Warehouse, and was still able to keep their jobbers happy.

Beidler said, “Precision Remanufacturing has always focused on quality, availability and customer service. Price has always been secondary. At Precision, we have never veered from this philosophy, and as a result, our customers are 100 percent loyal to us.”

Precision keeps their catalogs up to date through the current model year for most applications. In order to accomplish this, they need good core suppliers. Beidler thanks all of the core suppliers who have supported him over the years. Cores are the life’s blood of any successful rebuilder. Original equipment cores are essential to maintain top quality remanufactured products.

Precision Remanufacturing’s customers are mostly local to Chicago. Beidler still helps other national rebuilders get into the rack and pinion business, setting them up, training them and showing them how to how to improve their rack-and-pinion businesses. Since they are not in direct competition with each other, they can also help each other in problem solving and application clarification.

Precision Remanufacturing has been a member of the Automotive Parts Remanufacturing Association (APRA) since 1987, learning about the latest remanufacturing updates and making helpful new business contacts. APRA continues to strive to offer multiple opportunities for the exchange of information between its automotive remanufacturing members in their various fields.

It has been over 32 years since Jake Beidler and Jerry Mudryj, Jr. first started Precision Remanufacturing. Mudryj is now retired. Beidler is the owner and still keeps his hand in the day to day running of both Precision Remanufacturing and Kaufman Products. Beidler says, “I can honestly see myself doing this until I ‘tip over’.” Even though he is out of the office more nowadays, he is continually thinking of ways to promote rack and pinions and Precision’s own distinct place in this market ... like being the first to offer rebuilt electric rack and pinions. It took several years to find a company that was able to build a tester for electric rack and pinions. In 2010, Precision started building electric racks. Now they offer 30 different applications. In fact, in 2013 they had to rent a second warehouse in which to keep all the electric rack cores!

It takes a lot of hard work to live up to the motto of “having everything rack and pinion.” But hard work is nothing new to Beidler. 45 years ago, at his first job with Champion Parts Rebuilders, his boss, Ray Gross, told him, “Jake, when you work, work hard, so when you play, you can play hard—and always keep it in that order.” That’s been Beidler’s philosophy to this day.

Racks ready to ship.

Precision’s Chicago building

PRECISION REMANUFACTURING ... continued

r

8 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

I have been working in the shipping and logistics arena for nearly twenty years now —long enough to know that every

day brings a new challenge and that I have NOT yet seen and heard it all.

I have one customer who owns a neighborhood shipping center, who also happens to have a degree in packaging design and engineering. It’s extremely entertaining to listen to him, but even more entertaining to see some of the packaging configurations he comes up with for his own valued customers.

One time he had to protect a high- value piece of artwork destined to move cross-country from an estate sale to the buyer. Being a full-time “murphologist” (a student of Murphy’s law) he pre-supposed the obvious damage points and built a package that would ultimately protect the product ... and he did so in Nostradamus-like fashion.

He built a dummy platform that was eighteen inches above the actual product

point, so if and when a forklift might ram into the package the high-value artwork would be protected well above the presumed point of impact.

His planning worked effectively and, as a matter of fact, it worked like a charm!

A forklift driven by a third-shift college student DID ram into the package right above the pallet point and about 14 inches below the protected product. I even saw the pictures!

Now, you don’t need to think and act like this customer does, but you do need to think in advance and take proactive measures, because the last thing you need is to file a claim and deal with unforeseen damage issues.

The photos below represent the good, the bad and the ugly of packaging.

Use the Appropriate Materials

To avoid inspection and derail unforeseen re-bill charges, you should always use the appropriate materials, brace

and block the product on an appropriately sized pallet and use bands and straps to secure the product to that pallet. If it’s not properly braced and blocked, you’ll run the risk of having your shipment refused.

If you do a Google search for “Mechanical Parts Packaging Guidelines” you’ll run across some very comprehensive recommendations prepared by the folks at FedEx Freight. Here’s the URL for those guidelines: images.fedex.com/us/packaging/guides/Automotive_fxcom.pdf

Always Attach the Appropriate Labels and Instructions

In addition to using the appropriate materials and methodologies, you’ll want to make certain that you are attaching the appropriate labels and instructions to your packaging.

These items include the house waybill (or bill of lading) and any instructions that may pertain to special handling or delivery. These labels and instructions

PACKAGING PROWESS:The Good, The Bad, The Ugly ...

By Steven P. Haas—DLS Worldwide

Here’s an engine properly seated, strapped and banded on an appropriately sized pallet.

This engine is on an adequately sized pallet, but it is not properly centered and there are no bands or straps to hold it in place. Simply put, it’s “an accident waiting to happen.”

This far too small pallet holds an unknown commodity with no bands or straps, leaving shrink wrap to hold it all together. This shipment is inviting the carrier to inspect it and assess penalties for numerous offences and is a great case study in what NOT to do.

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 9

must be attached to the pallet and be fully visible to both the driver that picks up your shipment and the terminal employees who process it throughout the cycle of transit.

Always Consider the Additional Insurance Option in Lieu of Carrier Coverage

And fi nally, you should always consider an additional insurance option.

All carriers provide insurance coverage, but each of the carriers coverages will vary. And if you are shipping used or remanufactured parts or equipment, you’ll most likely be disappointed if you fi le a claim under your standard carrier coverage.

Our additional insurance option is a zero-deductible full-coverage option that allows us to process claims in three weeks, as opposed to carrier coverage which can take as long as three months. If you exercise our additional insurance option (which we call our Product Protection Plan) we simply ask for a commercial invoice which demonstrates

what you sold the product for, and we reimburse you for full retail value (plus your freight cost) inside of 25 days.

So there you have it! Some things you can do and some things you can try not to do.

One thing is certain, when it comes to proactive packaging, an ounce of prevention is worth a pound of cure!

About the Author: Steven P. Haas handles Association Accounts for DLS Worldwide and is the point person for the APRA freight program. Th ey provide full-truckload, partial truckload, less-than-truckload (LTL) and small package serves along with a full-coverage insurance option for new, used and remanufactured parts and equipment.

APRA members are entitled to meaningful discounts and carrier concessions and you can access those member discounts by contacting Mr. Haas at 612-296-1806 or online at shaas@dls-ww.com

PACKAGING PROWESS ... continued

r

BBB Industries, LLC (BBB) is pleased to announce the release of a new section in its digital training portal specifi cally for Electronic Power Assisted Steering (EPAS).

Th e new section on BBB’s website consists of seven EPAS training videos providing instruction on system diagnostics, tools needed for a successful repair, programmable module installations and battery state of repair. Th e seven new videos are available to view at www.bbbind.com/epas101.

“EPAS is the future of power steering,” said Rusty Kleinhans, BBB’s technical product manager for EPAS. “With this new content, we want to provide professional technicians with the resources necessary to complete a successful repair.”

Continuing its eff orts to provide professional technicians with the tools needed to get the job done right, BBB plans to add content to its training portal as its technical teams complete research on product and industry trends. BBB’s training portal is available to view at http://www.bbbind.com/training-materials/.

New BBB Training Videos

Th e circular economy is an alternative to the predominant linear “take-make-dispose” economy of production and consumption. Th e main idea of a Circular Economy is to extract the maximum amount of utility from the materials that we already have, rather than extracting new materials from the Earth. Regenerative by design, the circular economy keeps products, components and materials at their highest utility and value, at all times. In practice this translates into:

• preventing waste through new and innovative business models or through improved design – either for disassembly or for longevity.

• maximizing the continuation of a product’s life through enhanced re-use, repair or remanufacture.

• improving end-of-life processing and resource recovery.

Economic drivers for remanufacturing may include reduced costs of goods sold, reduced prices to the customer, supply risk mitigation and stronger value chain relationships.

CIRCULAR ECONOMY:Where does reman fit in the cycle?

image courtesy of www.circulary.com

10 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

Is Non-DestructiveCleaning Critical?

Before

Before & After

Before

After

After

Pantone2758 C

When cleaning parts that cannot have the specifications or surface tolerances change, the only blasting abrasive to use is ARMEX.Other hard blasting abrasives can remove surface materials, damage threads and change the specifications along with surface tolerances rendering the parts unusable.

The gentle physical propriety of baking soda but yet aggressive cleaning ability is what makes ARMEX the only choice. ARMEX is environmentally-friendly and soluble. It can dissolve in water, oil, antifreeze and transmission fluid. Because ARMEX is soluble it will never leave blasting particles behind in critical or hidden passageways like other hard blasting abrasives which can increases the risk of parts failure when placed back into service.

Use ARMEX to clean, de-grease, remove burnt on carbon andpaint on a wide variety of materials including steel, aluminum,lead, alloys, plastics, rubber and composites.

ARMEX for When Non-Destructive Cleaning is Critical.

ARMEX Is The Only Choice

Learn more at www.armex.com

ARMEX and ARM & HAMMER are trademarks of Church & Dwight Co., Inc.

APRA/Connt. 7.5x10.indd 1 10/10/17 4:16 PM

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 11

VI

12 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

TURBOCHARGER FAILURES:Seven Ways To Destroy A Turbo

By Greg Aresenault—AMBAC International

Although the most common failure modes of turbochargers are well known within the industry, it is worth taking a second look periodically to ensure the best performance

and longest lasting turbos.In a perfect world the, turbo should last as long as the engine—

unfortunately, we don’t live in a perfect world. Replacing a turbo is expensive. If you do not fi nd out the specifi c reason the turbo failed, the replacement turbo is apt to wear out much more quickly than it should. Here is a list of the most common failure modes of turbochargers.

1. Contaminated oil2. Lack of oil3. Foreign debris in the air stream4. Excessive heat/friction5. Hot shutdowns6. Physical contact of rotating components within the

housing7. Engine tuningLet’s look at a few of these causes and explain what is involved.

The # 1 killer of turbos is contaminated or dirty oil.

Th is is even more critical in gasoline engines where temperatures can reach 1800 degrees Fahrenheit with speeds of up to 300,000 RPM—as compared to only 1200 degrees Fahrenheit and 100,000 RPM for a typical diesel application. Th e turbo failures occur in a similar manner, regardless of the source of ignition, but usually at diff ering rates.

How does dirty oil damage a turbocharger?

Th e typical turbo shaft spins in two journal bearings. Th ese bearings, made of a brass composite/alloy, are not stationary. Th eoretically, they spin at half the speed of the shaft . As the dirty oil is introduced in a very narrow band through the holes in the rotating bearing, the holes score and wear the bearings. As the wear progresses, both the inside and outside diameters of the bearing are enlarged, allowing the shaft to “wobble” from excessive radial clearance. Th is is clearly seen in the bottom bearings in the photo. Once this clearance is large enough for the shaft /wheel assembly to become out of balance or touch the housing (while rotating at 100,000 RPM or more), a catastrophic failure is imminent.

Th is is why you should always require your customers to change the oil and fi lters and provide proof of the changes … or risk a voided warranty.

As we look at some additional failure modes, one thing to remember is that there is always evidence of how the failure happened. But sometimes there can be multiple factors contributing to the failure.

Lack of oil

If lack of oil is the cause of turbocharger failure, the proof will be fairly straightforward. Th ere will be visible metallic “bluing” from excessive heat and galling of the metal. Th ere can also be a

transfer of the bearing material onto the shaft .

Foreign debris

Foreign debris in the engine is also fairly obvious. At full-load turbo speeds, any debris that comes from the air box, as a result of a dirty or missing fi lter, will easily cause a catastrophic failure. Th ere will be noticeable fi ns broken off of the compressor wheel. If the damage is to the turbine (hot side) of the wheel, barring any excessive bearing clearances, internal engine damage could have occurred. Th is damage could be in the form of small pieces (including spark plug tips, glow plug tips or pieces of valves) coming through the combustion chamber and into the turbine housing.

Hot shutdowns

Hot shutdowns are very common. Whether from driving in mountainous regions, hauling a load or racing, the turbo must be allowed to cool down before shutting off the engine. On my own vehicles, I have a pyrometer in the exhaust stream so I can monitor the temperature. Th ere are also aft ermarket controllers that keep the engine running either until the temperature returns to normal or for a pre-set time interval. If an engine is shut down while it is still hot, the turbo burns off the protective layer of oil that needs to be present on the turbo shaft for the next start. Aft er four or fi ve times of starting the engine with no protective layer of oil on the turbo shaft , the damage is done. Th is damage is compounded if the typical starting mode is “Stomp on the accelerator to hear the turbo!!”

Engine tuning

Th ere are many versions and degrees of engine tuning, and not all are detrimental. Some design parameters add a certain amount of safety with no harm to the turbo. Th ere are also many methods of confi guring the turbo to tweak the performance, but the law of diminishing returns can set in quickly. Th is is particularly true in racing and tractor pulling, where there is so much excess boost pressure, that the entire shaft is, in eff ect, “pushed” into the thrust bearing, causing excessive end play and wearing out the thrust bearing prematurely.

Bottom line:

I would make it a policy never to give a customer a replacement turbo or a refund without fi rst analyzing the failed unit to try to determine the cause of the failure.

New bearings (top) and worn bearings (bottom)

r

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 13

The new Renegade FL 9000 7048 HD Heavy-Duty Automatic Front Load Aqueous Parts Washer is designed for 10,000-pound load capacity to handle heavy load parts

cleaning in aviation, aerospace, rail, transit, and remanufacturing industrial operations. Th e Renegade FL 9000 7048 HD parts washer operates with a durable gear-driven 70-inch cabinet-mounted turntable with a sump capacity of 500 gallons.

Heavy parts and equipment components are cleaned of grease, oil or lubricants in a high-temperature environment with high-pressure spray manifolds. Renegade front load parts washers provide easy access to the wash zone. Pump and heater capacities are integrated to the load and sump capacities for best throughput. Automation features include automatic low-water-level shutdown, 7-day programmable wash timer and PLC programmable wash-cycle timer.

Marketing Manager, Steven Meyer, explains, “Th is new heavy load capacity in our aqueous parts washer product line creates new opportunities and expanded industrial manufacturing markets for Renegade Parts Washers.” Additional industrial applications for the Renegade FL 9000 7048 HD Heavy-Duty Automatic Front Load Parts Washer include Large Casting CNC Machining Facilities, Electric Motors/Generators, Machine Shop, Mining Equipment, Compressors/Pumps/Turbines, Molds/Dies/Chocks,

Production Machining Facilities, Remanufactured Engine/Transmission Components, and Transportation Production Centers.

Renegade Aqueous Parts Washers are designed to work with Renegade detergents for maximum cleaning without residue buildup. www.renegadepartswashers.com

r

NEW RENEGADE PARTS WASHER:10,000 Pound Capacity For Heavy Industrial Cleaning

By Steven Meyer—Renegade Parts Washers & Detergents

Model FL 9000 7048 HD Heavy-Duty Parts washer

USWAI Corporate Florida3300 Corporate WayMiramar, FL 33025 www.waiglobal.com

Technical Hotline: 1.800.327.6903

Tel: 1.800.877.3340

New and Improved WAI E-store! Enhanced Freight Options New Products Introductions Sales & Promotional Item Selection New & Improved Search Capabilities Available in 8 Different Languages Self-serve Capabilities (online statements, order tracking, order history) Login at https://beta.waiglobal.com

l

l

l

l

l

New and Improved WAI E-store!

l

l

14 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

CRC Industries, Inc., a leading global manufacturer of specialty products and formulations for maintenance and repair professionals and do-it-yourselfers, and the maker

of CRC Brakleen®, the #1 selling brake parts cleaner worldwide, has introduced the new CRC SmartWasher® BenchtopPRO® bioremediating parts washer. As the industry’s first portable, storable bioremediating parts washer, this innovative and award-winning tool is specially designed to tackle the toughest parts cleaning jobs without using harmful solvents. Plus, its portability allows for easy use on the go or in the shop, which makes it an ideal parts cleaner for small repair facilities or the home garage.

The newest model in the CRC SmartWasher® line of parts washers, the BenchtopPRO®, is a self-contained, bioremediating parts washer that is as effective as solvent-based parts washers but safer for the user and the environment. It does not use hazardous chemicals and employs a powerful, water-based degreasing solution to clean parts, along with naturally-occurring microorganisms to break down and convert oil, grease, and carbon-based contaminants into water and CO2. The process of bioremediation makes the BenchtopPRO® a self-cleaning system and allows the degreasing solution to be used over and over again.

2019 Top 20 Tools award winner

The CRC SmartWasher® BenchtopPRO® was named as one of the Top 20 Tools for 2019 by Motor magazine. Presented annually, the award recognizes tool and equipment manufacturers who develop new products with innovative features that help professional automotive technicians do a better job in diagnosing and repairing today’s technologically-advanced vehicles.

The CRC SmartWasher® BenchtopPRO® utilizes CRC’s proprietary BT5 degreasing solution that is non-toxic, non-flammable, and does not irritate the skin. MicroPRO Packs® are added to the BT5 solution to facilitate the bioremediation process. These packs contain microbes, which break down the contaminants that have been washed off the dirty parts, keeping the BT5 solution clean and able to be reused repeatedly without being drained from the unit. Additionally, this eliminates the need to purchase new solvents or pay for solvent disposal as required with traditional solvent-based parts washers.

The BenchtopPRO® can be stored both flat and upright, making it ideal for small shops and compact garages. The unit’s innovative design features a powerful recirculating pump that delivers ample cleaning fluid to a valve-controlled flow-through brush and a lid that conveniently flips out to become a built-in drying tray.

The versatile CRC SmartWasher® BenchtopPRO® is designed to handle a wide range of home and professional cleaning applications including auto, motorcycle and motorsports maintenance and repairs, as well as small engines, household and outdoor equipment, bike repair, and boat maintenance.

For more product information, visit www.BenchtopPro.com

r

NEW CRC SMARTWASHER:Industry’s First Portable, Storable Bioremediating Washer

By Dori Ahart—CRC Industries, Inc.

CRC-SmartWasher® BenchtopPro®

CRC-SmartWasher® BenchtopPro® in use

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 15

The way a product or component is designed and manufactured can have an impact on how

easy—and how costly—it will be to remanufacture, and even if it can be remanufactured at all. Traditionally, engineers typically only looked at the first use of a product and designed it to fulfill the performance and durability goals of the first user. However, remanufacturers would like to be brought into the product design process to give input on design changes that could eliminate challenges when it ends up at the remanufacturing center.

“Design for remanufacturing is a term that has been around for quite a while in many industries, but not in the automotive industry,” says Ian Buxcey, global remanufacturing manager at Borg Warner.

“One of the reasons for that is that the main purpose of the design engineer is to get a product into a production environment so it can be made as inexpensively and competitively as possible, and [the concerns] about reman are probably at the bottom of the design engineer’s list [of things to consider]—if it is on the list at all,” he says.

Abe Aon, regional aftermarket sales leader, North America, for Wabco, says companies have “an obligation to our customers and to our environment to reduce our impact on the environment, and remanufacturing is a key component to that. But ultimately we have to have a product that works and is durable, so there is a little bit of push and pull. From the remanufacturing perspective, we want it to be easy to remanufacture, but from a first-fit perspective, we want to make sure it is durable.”

One of the issues with designing for remanufacturing is the inherent difference between manufacturing and

remanufacturing.“For years engineers have been

designing for assembly,” says Carl Fletcher, leader, remanufacturing and aftersales development at Navistar. “They design for how things can readily be put together on an assembly line. Reman is exactly the opposite. We have a mindset of designing for disassembly.”

It’s almost like two different languages, explains Joe Mejaly, senior vice president, Denso Products and Services Americas. “The designer for the new products has a singular focus on the efficiency of the product, the weight of the product, the longevity of the product for use in a new vehicle.”

On the other hand, “the remanufac-turer wants to have a design that has more material so it can potentially be reused, and that goes against what the original product designer is trying to do,” says Josh Stahl, president and CEO of Reviva.

Fortunately, the two sides can be brought closer together.

“My advice is to always involve the company’s remanufacturing centers in the early design stages of a new product,” says Gene Evans, site manager, Meritor Aftermarket Remanufacturing. “Engineers from reman facilities can help with design recommendations that will assure future aftermarket remanufacturing needs are taken into consideration.”

The single most important thing a designer can do is work with the re-manufacturing experts to establish the reman strategy for each part at the be-ginning, says Todd Wieland, director, research and technology, new and Re-Con parts, Cummins. “There will typi-cally be product performance, high-volume manufacturing and initial cost considerations that drive choices that complicate remanufacturing. Some-

DESIGN FOR REMAN:Some Truck Parts Are Designed for Remanufacturing

By Denise Rondini—Heavy Duty Trucking Magazine

Testing is part of the remanufacturing process, whether it is a purely mechanical component or a mechatronic one.Photo courtesy Borg Warner

The skills required for mechanical components are based on traditional metalworking disciplines. Those required for mechatronic assemblies are more in the electronics genre.Photo courtesy Cummins

The environment for remanufacturing electronic components must be dust-free and humidity-controlled to prevent static electricity.Photo courtesy Detroit Reman

16 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

times a total lifecycle cost analysis may reverse those, but oftentimes not.”How companies are changing their design thinking

Bendix is one of the companies that has begun exploring design for remanufacturing. “We are in the early infancy of it,” says Henry Foxx, director of remanufacturing at Bendix. “We are at least asking questions up front about if there is an opportunity to remanufacture a product. We are looking at how to work along with design engineers to make sure that we have things like attachments that make componentry accessible when it comes to remanufacturing.”

Patrick Muldoon, chief engineer, remanufacturing at Axle Tech, which was recently acquired by Meritor, says he is seeing more involvement of remanufacturing in initial product design. “The next generation of folks that are coming up are very aware of the environment and our impact on it both as consumers and as engineers.

“They have a conscience about how we design products and if we design in such a way that it can be remanufactured, because there is a great energy reduction and carbon footprint reduction with reman because you do not have to remake a lot of parts.”

“Design engineers should go through reuse criteria to understand if there are design changes that could improve the yield of reused parts,” says Tim Bauer, vice president of Eaton’s aftermarket business, and they “should look at how current products fail to learn how to make new products better.”Adding mechatronics to the picture

The growth of mechatronics—the combining of electronic and mechanical systems into one component— helps make the case for including remanufacturing’s voice in the initial design. Adding electronic components to mechanical ones complicates the

remanufacturing process.“When you start talking about

mechatronics, it adds a certain level of complication and complexity into the whole system of remanufacturing,” Aon says.

Richard Marcus, business development manager, Detroit Reman, says, “Electronics create a new challenge. They don’t like heat, they don’t like debris and they don’t like a lot of the things that traditional mechanical parts do.”

The processes used to remanufacture mechanical parts and electronics components are different. Something as simple as cleaning a part—traditionally the first step in the reman process—may need to be altered, according to Wieland, if the electronics are still part of the assembly when cleaning occurs.

“When we look at our mechanical products, we have a certain way to salvage them, whether it be washing, blasting and things of that nature,” Foxx says. “In a lot of cases that happens in a ‘dirty’ environment. For mechatronics, because of the electronic portion, it needs to be salvaged in a different, cleaner environment.”

Fletcher says customers, dealers and remanufacturers all need to be more deliberate in the way they handle and manage mechatronic components. “Electronics are more vulnerable to shock and more vulnerable to heat, contamination and vibration. You have to consider all of those things, because otherwise it is very easy to destroy the value of the core.”

If he could talk to a design engineer, Buxcey says he would ask them to look at how electronics controls are sealed. “The last thing [the design engineer] wants is for water to get into the control modules, and so the cases are well glued together or friction welded, which can make them hard to open. If you manage to get them open the case is probably beyond reuse.”

Sam Saia, senior development engineer for Detroit Reman, agrees. “If

you are going to talk about electronic control modules, if we don’t have to destroy an external casing to get in to internal components, that is an easier solution for us,” he says. “Any time we have to destroy something in order to recover it, our job becomes significantly harder. It can also be problematic dealing with potting, gels or glues, because they take extra steps to remove. If we can avoid those during the design phase, then our job [remanufacturing] will be a little bit easier.”

Fletcher says that in recent years engineers have wanted to bond electronic control modules together with “a sort of permanence to them. Then inside the control module they want to use all sorts of epoxy material for potting in order to protect the components from damage.” That can make it almost impossible to remanufacture. He would like engineers to “think about taking it apart and using replaceable gaskets rather than bonded seals.” He also would like to see potting compounds that can be easily removed or dissolved, “so we can work on the printed circuit boards and repot new components.”

Marcus says it is easy to make the electronic components so they can’t be remanufactured. “Envision a circuit board with all the chips on it and then picture it with epoxy poured all over it. You won’t be able to see a thing and you can’t get to it.”

Aon adds, “If you fully pot an ECU, it becomes more difficult to

DESIGN FOR REMAN ... continued

Remanufactured products can be better than new, because you can see how the product failed and make adjustments to strengthen product performance.Photo courtesy Eaton

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 17

remanufacture.” He would like to see the use of other types of technologies to ensure corrosion resistance and long-term durability on the electronic component without necessarily doing full-on potting.Fastening

During the remanufacturing process, all parts of an assembly need to be tested to determine if they are suitable for reuse.

Back to the parts assembly question, Aon points out that sometimes things are welded together, when they could be put together using mechanical fastening devices such as clips or screws.

Th en there’s where those fasteners are located.

“Of paramount importance is access to get at some of the fastenings,” Buxcey says. “Some of them are put in awkward places, and that extends the amount of time you need to take things

apart. If they have been in service on the vehicle for a number of years, they are not the easiest things to move. If we end up snapping a bolt off and it is in an inaccessible place, it becomes diffi cult to decide if it is worth recovering.”

Wieland would like to see design engineers “think through how the product will wear or otherwise degrade with use. In remanufacturing we correct those modes and re-establish the capability for the next use cycle. Th e designer will have a good sense of what has to be done to make that [possible], and the reman engineer will have the understanding of possible methods to do that.”

Ultimately Foxx says, “We need to understand the useful life of a product or component so that when it comes back for remanufacturing, given the cycles it has gone through, given the number of years or miles on the truck, we can determine the available life left in that component so we can

safely put out a quality product via remanufacturing.”

Th is article was originally published in Heavy Duty Trucking magazine and is used with permission.

During the remanufacturing process, all parts of an assembly need to be tested to determine if they are suitable for reuse.Photo courtesy Wabco

DESIGN FOR REMAN ... continued

PLAN NOW TO ATTEND!

NOVEMBER�1–NOVEMBER�2CAESARS PALACE

LAS VEGAS

The�2019�Big-R�Show�will�be�held�in�conjunction�with�the�ATRA�Powertrain�Expo�at�Caesars�Palace,�Las�Vegas,�Nevada

The�Automotive�Parts�Remanufacturers�Association�announces�the

www.apra.org

You�can�view�the�floor�plan�and�purchase�your�booth�online�at:

EXHIBITORS: Booths are available.�Reserve yours now!

More�info:����1-703-968-2772info@apra.org

INTERNATIONAL

The World of RemanufacturingBIGR Show 2019

r

18 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

KEY TOPICSInnovative Takeback: Learn how innovative processes, workforce development and technology are being used to improve performance and take take-back programs to the next level.

Industry 4.0 for Reman: Learn how these companies are making smart remanufacturing work with augmented reality, autonomous robots, big data and analytical tools, cloud computing, cyber-physical systems, the Industrial Internet-of-Things and integrated IT systems.

Workforce Strategies: Hear panelists describe the successes of their registered apprenticeship programs, their partnerships with community colleges, and successful outcomes for both employers and apprentices.

Circular Economy: From Aspiration to Implementation 62% of American companies now plan to move toward circularity. Another 16% already use circular economy principles. Hear from experts on what that means.

Advanced Technology Applications for Reman: With technologies constantly evolving, learn how these companies are continuously striving to supply more advanced and effi cient products through new technology applications.

Innovative Business Models Employing Reman Products: Within the not too distant future the demand for reman products could double. This session features diff erent perspectives, quick case studies, and Q&A on how these new business models are creating forces that will drive a new and exciting chapter for the remanufacturing industry.

Grow Your Business Through Innovative Partnerships: Panelists will share the innovation challenges each of them experienced, and how they joined forces with peer companies, universities, or Manufacturing USA Institutes to rapidly solve problems and train employees at a fraction of the cost.

REGISTER NOW! SAVE $50 BY USING THE LINK BELOWwww.worldremanconference.com/2019-registration/?referral=APRA&discount=APRA19

APRA TEAMS UP WITH RIC:World Reman Conference • October 9–10 • Rochester, NY

The annual RIC-RIT World Remanufacturing Conference is the only reman event bringing together leaders from all sectors of the re-man industry for an intensive, highly collab-orative exploration of best practices, emerg-ing trends, and issues of critical importance to our industry.

The conference, hosted jointly by the Remanufacturing Industries Council and Rochester Institute of Technology, provides an unparalleled platform for remanufacturing professionals to network and learn the latest information in the practical application of advanced remanufacturing strategies and methodologies.

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 19

PATENTS IN REMANUFACTURINGEuropean Experts Discuss Legal Liability

By APRA-Europe

In the Legal Corner the two leading experts Dr. Daniel C. F. Koehler (Chairman APRA Europe and Vice President TruckServices Technical Solutions at Knorr-Bremse) and Dr. Johannes Graf Ballestrem (Partner and Patent Litigator at Osborne Clarke) discuss legal issues highly relevant to remanufacturers.

Koehler: Dr. Ballestrem, thanks a lot for being here again. We received very positive feedback about the last chats we had here with a good glass of red wine.

Ballestrem: The pleasure is mine Mr. Koehler and I am of course glad to hear about that positive feedback.

Koehler: Before we discussed product liability and branding as well as logo topics, I would like to come to a very hot topic: Patents in remanufacturing. Maybe you can give us a brief introduction. Are patents relevant in remanufacturing?

Ballestrem: Definitely. Automotive assemblies are often accompanied by a patent thicket. OEM as well as suppliers frequently file patents on sub-units and interfaces to protect their stakes in the aftermarket. While this is of course a legal and comprehensible practice it can create obstacles to remanufacturers of components and assemblies. In short: The patentee may object to the remanufacturing activity if it is in the end comparable to a new creation of the patented product.

Koehler: Interesting, so basically my remanufacturing can infringe patents. I also guess the key is to understand the legal meaning of “[ ... ] in the end comparable with a new creation [ .. ]”. A lot of remanufacturers actually claim they are as good or at least comparable with new. Maybe we can analyze a little bit deeper by checking the reman process steps. Is there a general risk in 1) Disassembly, 2) Cleaning, 3) Reconditioning or 4) Reassembly?

Ballestrem: Sure and this is still rather clear to answer: 1) Disassembly: No, 2) Cleaning: Usually no risk, except the cleaning process is protected in itself of course, but such “reman” patents are

rare, 3) Reconditioning: This is the critical act, the difficulty here is to rate which level of reconditioning is still perceived as “maintenance/repair” and which goes too far, or 4) Reassembly? No general risk

either but I think we should also discuss reassembly further under the aspect of what is the origin of the reassembled parts.

Koehler: Perfect. So let us talk about reconditioning and reassembly. I would like to start with the easy part, the reassembly. If you want to look on the origin of the components, I assume we have to reflect where our components, that we cannot remanufacture or recondition - so the new components the remanufacturers use, the spare parts- are actually coming from?

Ballestrem: Yes. This is the first aspect to consider, i.e. which parts are fully new parts. Do these parts originate from the OE sources or are they coming from an alternative source? The second question is about the re-used parts. Do these parts come from the remanufactured core or - as often in practice - from various cores which are used as a kind of “spare-part-base”?

Koehler: I see ... so let us come to the first question. I assume the genuine OE parts as spare parts are fine, as the OE is owning the patent or its supplier with whom he has the appropriate contractual agreement. Is this correct? The alternative source is then infringing the patent if it is copying the part and therefore patent?

Ballestrem: These are both correct. Usage of OE spare parts is fine by default

as the OE makes the parts available exactly for this repair purpose. By contrast the alternative source can only deliver infringing parts if it has no permission from the OE. In practice it has to be checked of course if the spare part as such is patented and where. This is often not the case.

Koehler: Interesting aspect. Only to clarify, if I am a remanufacturer can’t I trust my suppliers? If they infringe with some patents here they are liable not me, aren’t they?

Ballestrem: Yes and no. Of course the supplier has their own duties to analyze whether they are actually able to provide parts which do not infringe any third party rights, including patents. However,

the remanufacturer as the assembler or final manufacturer is externally fully liable towards the patent owner and usually will be the first point of contact for patent complaints. Therefore, the patent situation should be clarified upfront and in dialog with the supplier. Moreover, the liability of patent infringements follows the route to the market. In other words: The patent owner is free to sue anyone in the supply chain including commercial end customers. This can significantly leverage risks and associated costs, e.g. due to a patent induced recall from end customers.

Koehler: Frankly speaking this is an aspect I am not sure if every remanufacturer is aware of ... Anyhow it is understood. Thank you for this explanation. I think we can close the reassembly process. Now, let us come to the reconditioning. This seems to be complex. So how can we legally distinguish “maintenance/repair” and “reconditioning” that goes too far. Do you have a recommendation?

Ballestrem: Unfortunately there is no simple formula such as “no patent infringement if not more than 30% parts are exchanged”. The patent infringement can be already given if an essential element of the invention needs to be exchanged in the remanufacturing process. In practice we first have to trace all relevant patents which are used by the remanufactured

20 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

component. In a second step we take a look at the parts which should be replaced, e.g. because they are worn out. In a third step we analyse which technical role is assigned to this part in the relevant patent claims.

Koehler: I see, but this is somehow unsatisfying ... Maybe we can try to evaluate from another perspective. A lot of reconditioning activities are targeting to recreate a defined specified technical activities are targeting to recreate a defined specified technical status.

Some examples: • Diameters, holes or surface have to

be geometrical round or flat again and are therefore reconditioned (e.g. milled and honed) to an oversize

• Surfaces have to be smooth again and are ground or polished

• Threads are rerolled or recut • Housings get a surface treatment

e.g. get painting for corrosion protection

Is this basically uncritical? Ballestrem: Yes. Such kind of work

would be generally perceived to be mere maintenance work. The control consideration can roughly be summarized as follows: Could one of the above tasks reasonably be subject to a patent claim? Would the skilled person think that such work can directly or at least by intent and purpose still be protected as integral part of the patented invention? If the answer is yes, further legal analysis is required. If the answer is no, because we are rather in the area of “polishing” or “recutting”, the activity is usually uncritical. Of course, there are still more aspects which can assist in this assessment.

Koehler: Interesting. So to conclude, very simple basic reconditioning might be okay if we have that maintenance character, but it could be a complex case by case decision.

Ballestrem: Yes indeed.Koehler: Let us look now into this

topic from another perspective. If we are basically not infringing patents, if we are only cleaning and making this basic maintenance like reconditioning as well as some testing of the component, then we are not creating an issue with patents? So let us say we have a nice housing of a product where we have a patent on and we just take it after disassembly, cleaning and

visual checking and then we reassemble it. This would be uncritical and we can ignore the patent?

Ballestrem: I understand that the above kind of reconditioning work is limited to typical maintenance tasks in its narrow sense. In such situations a patent infringement is very unlikely. The situation may change however if external parts are used and replacements are made. From our experience the exchange of at least certain wear and tear parts is most often necessary when remanufacturing a used product to an “as good as new” quality.

Koehler: Amazing. Does this also mean, that in a totally by patents captive market, remanufacturing is an option to create an alternative offer in the aftermarket?

Ballestrem: Of course yes and not at least when taking into account the need for a circular economy and saving of resources. The automotive aftermarket is a good example as remanufacturing has been practiced already over decades. The reason is typically the remaining material and functional value of the cores. On the other hand patents are increasingly drafted to hamper such activities at industrial level. Moreover, patents are a critical factor where remanufacturing is obviously used to circumvent the patent protection on the component or sub-components thereof. For example, I would be always vigilant if remanufacturing is profitable not primarily due to the re-use of given cores but due to the fact that a new built alternative would infringe the patent and is therefore not possible. And as already said: The exchange or re-combination of parts which are relevant to a given protected invention always requires a closer look on the legal claim construction under the actual case law.

Koehler: This is an interesting aspect. Consequently, reman could be the only alternative offer in a captive market. Anyhow, if research is done over years to progress in product technology, it is reasonable to motivate companies still spending a hell of a lot of money in R&D activities if they can harvest their fruits protected by a patent.

Ballestrem: Indeed, it is one of the reasons why patent protection is so important. The major motivation certainly remains the prevention against “clone

solutions” by new-built products. In such patent active markets remanufacturing can even turn out as being the sole legally permissible alternative.

Koehler: Wonderful, remanufacturing as artful spearhead of a colourful automotive aftermarket. Sounds like a sentence we should patent.

Ballestrem: I think this is the only part that is clearly outside the scope of protection of any patent application in this field but we might come back to this when discussing copyrights for creative statements and advertising of reman products.

Koehler: I apologize for switching between the topics ... Dr. Ballestrem can we conclude all patents aspects for the remanufacturing, especially regarding the different process steps? Did we miss something?

Ballestrem: We did not cover the aspects of indirect infringement as well as the re-combination of parts from different cores yet, but overall these topics follow the same rules as above. In short, a patent infringement can be given if the part used for replacement is essential to a patent covering the core or one of its components. This is often not fully considered. Namely for mere re-combinations of used parts we expect further interesting developments in case law, too.

Koehler: Interesting to hear that. I would rather not recommend our APRA members to seek for case law jurisdiction! I am rather recommending to consult experts beforehand when in the feasibility study of a new remanufacturing product a certain patent is recognized. By the way, what happens as a result of a patent claim? Do I have to go to jail as a manager or is the company just losing all of its profit or sales or are there defined fines we have to pay?

Ballestrem: This is of course the safer way. While I did not want to threaten by the above statement, I rather mean that the case law will hopefully develop in direction of remanufacturers than opposite. The patent claim - if justified - can lead to stop of sales for products, recall, destruction and damages payments. The damages are often calculated as share of the profit while the % depends on the importance of the patent for the overall product. Usually, the % is significantly lower than the actual

PATENTS IN REMANUFACTURING ... continued

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 21

profi t as a lot other factors contribute to the profi t. Except for repeated or voluntary infringements it is very unlikely that any penal liability is created. One reason is that a patent infringement is very seldom a clear cut case (other than aft er confi rmation by a binding judgment) and this is even more true in the remanufacturing area with its specifi c questions. Th ere are no fi nes either except for infringements of binding judgment or according contractual undertakings. However, claims for recall, rendering accounts and destruction and most important the in some cases required immediate stop of sales can already have a signifi cant fi nancial impact.

Koehler: To conclude, in the end it is a fi nancial risk for the company. Not as we previously discussed in the product liability that a real private person can be blamed and theoretically go to jail. Here is this not the case ... at least in the fi rst step? I have to admit I once heard a story where a Managing Director was personally blamed and put to court due to a patent topic. Could that be?

Ballestrem: I agree that for patent

infringements the liability is predominantly focused on the company and more specifi cally on the immediate sales stop of infringing products. However, the Federal Supreme Court recently confi rmed again that the managing director is personally liable for patent infringements as well. CEO and company are so called “codebtors”. In the practice we see infringement complaints which are directed against both company and individuals in particular where the patent owner intends to put pressure on the management or in cases involving companies in unclear fi nancial circumstances or based abroad.

Koehler: Th is was the Federal Supreme Court of Germany? I assume that for the private person CEO a successful claim is a knockout or do the people survive with a fi ne of 1.000 €?

Ballestrem: Yes, FSC docket X ZR 30/14. Th e FSC confi rmed that the CEO has to warrant by organizational measures that patent infringements by the company are eff ectively avoided. In practice, the CEO is held harmless against such claims either by the company or by its D&O

insurance provided that he did not act intentionally or with gross negligence. Th e director’s contract may also contain according provisions. Th e liability risk in practice is therefore mitigated

Koehler: Good to hear this! Patents in remanufacturing—a really complex thing but also an amazing opportunity as a remanufacturing of a captive or patent protected product is to a certain degree possible. Dr. Ballestrem, thanks a lot for this very interesting chat. I am looking forward to our next Legal Corner meeting.

Ballestrem: Dear Mr Koehler, many thanks indeed. I am looking forward to the new topics.

Disclaimer: Th e information in this article provides only an overview and is intended exclusively for general and non-binding information. Th is information does not constitute any legal advice in individual cases. Liability for the contents is excluded. To resolve legal issues please consult a lawyer at all times.

PATENTS IN REMANUFACTURING ... continued

r

Electrical RebuildersHave you discovered APRA-TECH?

More information at www.apra.org

Ÿ Mohammad Samii’s Auto Electric Corner 2017-2005Ÿ Armature Identication Database

Ÿ Free access to PartRef Lookup Catalog

Ÿ First Look VideosŸ Bosch Technical Instruction Guides

Ÿ Lucas Technical Series

APRA-Tech is a section of the APRA website devoted exclusively to technical resources.

Ÿ Delco-Remy OE Training Manuals, Parts Lookup, Repair Manuals, Catalogs

Ÿ Motorola ManualsŸ Prestolite Manuals

APRA members receive free unlimited access to APRA-Tech and its wealth of information.

22 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

SAFE SOLDERING WORK PRACTICES:Know The Hazards—Learn The Solutions

By Lawrence Berkeley National Laboratory

Soldering is a group of joining processes that produce a joining of materials by using a filler metal (solder) with a temperature not exceeding 840°F (450°C).

The metals being joined are heated to the soldering temperature but they do not themselves become liquid; only the solder becomes liquid. Because temperatures in soldering with a torch may approach or exceed 840°F (450°C), these processes may also be termed “brazing”, but they are often described as “hard soldering” or “silver soldering.” Both soldering and brazing are distinct from welding, where the materials being joined are also made liquid to some extent, in the joining process.

In addition to the solder and the base metals, soldering operations may involve the use of fluxes, coatings, and cleaning agents. Both electronic soldering and hard soldering present potential exposure issues via airborne, skin contact, and hand to mouth routes, from both the products used or by-products of the soldering process. There are physical hazards from heat, and in some cases from open flame. To ensure employee awareness of the hazards and safe work practices when soldering, this summary, with suggested resources, has been prepared for use by workers and supervisors of soldering operations.

Potential Hazards

Fumes from heated solder constituents: Lead and tin are the primary constituents of most solder currently used in electronic soldering. Solder composition may vary but is commonly 60-63% tin and 37-40% lead. Because of the relatively low temperatures in electronic soldering, fumes from these metal constituents them-selves are not normally a concern. When solder contains a core of 1-3% flux, appropriate controls should be used. This issue is ad-dressed in the discussion of fumes from fluxes. Lead, tin, and other solder materials are discussed in more detail in the section on sol-der constituents.

Fumes and decomposition products from heating of oil, paints, or coatings present on the surfaces heated during soldering: Lead or volatiles from paint, or residue from solvents used in surface preparation, can produce toxic fumes, gases, and vapors. This may occur even when the coating is on the back of an object being soldered, not directly on the soldered surface. Oils, paints, and coatings should be removed from surfaces to be heated during soldering, to prevent volatilization of these products. Teflon (PTFE, or polytetrafluoroethylene) materials, or surfaces coated with Teflon materials, may evolve fumes when heated above 625°F (450°C). Teflon decomposition products consist of large numbers of ultrafine particles and low concentrations of gas-phase compounds. Exposure to Teflon fumes can cause an influenza-like syndrome (polymer fume fever) and severe toxic effects such as pulmonary edema, pneumonitis, and death. Work with Teflon materials should always be done with local exhaust ventilation systems.

Fumes from fluxes: Flux allows the solder to flow more

smoothly. Soldering may involve the use of flux paste or liquid, or the solder itself may have a rosin core. When this flux, is heated it may be volatilized to a gaseous state. While “fume” strictly speaking refers to volatilized solid material that has then condensed in the air, the term is loosely used to include other airborne products including gases and vapors that may be produced in soldering. Because soldering fume generally rises vertically, it is easy for it to enter the breathing zone of the operator, unless ventilation is used. Even those who solder only occasionally should use fans or local exhaust ventilation to minimize their exposure to soldering fume.

Rosin Fluxes- Contact with rosin-based solder flux, flux residues, and the fume itself can cause dermatitis. Wearing long-sleeved clothing and gloves, while not required, can prevent skin contact.

When heated, rosin-based solder fluxes (including those in flux-core or rosin-core solder) form fumes containing a range of resin acid particulates and other components as gases. A portion of the evolving fume during soldering may come from the organic solvent used to dissolve the rosin. Exposure to rosin-based solder flux fume can cause irritation, lead to occupational asthma, and make existing asthmatic conditions worse. The Occupational Safety and Health Administration (OSHA) does not currently have a limit for these rosin flux decomposition products, but the National Institute for Occupational Safety and Health (NIOSH) recommends the rosin core flux pyroloysis products be measured as formaldehyde and limited to 0.1 mg/m3 (for an 8-hour time-weighted average exposure). There are established OSHA limits for formaldehyde only, and employee exposure should be kept below these limits (8-hour permissible exposure level 0.75 ppm; Action Level 0.50 ppm).

The American Council of Government Industrial Hygienists (ACGIH) notes the potential for rosin core solder decomposition products to produce sensitization, and recommends that exposure be carefully controlled to levels as low as possible. “Sensitization” refers to an immunologic mechanism whereby an individual initially has little or no response to an agent. After becoming sensitized through exposure, the individual may experience

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 23

intense responses, even at low exposure levels. Because it is possible for sensitization to occur, all exposure to rosin pyrolysis products should be kept as low as possible, whether or not there are any symptoms.

Even those who do only occasional soldering should be aware of the early symptoms associated with respiratory effects of rosin-core solder or rosin flux. These include watery and prickly eyes, runny or blocked nose, sore throat, coughing, wheezing, or breathing difficulties. Symptoms may start soon after exposure, or be delayed for several hours, so their link to the soldering activity may not be obvious.

Organic Water Soluble Fluxes- These intermediate fluxes contain organic salts such as amine hydrohalides and organic acids such as citric, lactic, benzoic, and glutamic. These organic acids may produce mild allergic irritation of the skin and respiratory tract, while contact with concentrated solutions can cause severe burns to the skin or eyes. Wearing long-sleeved clothing and gloves can prevent dermal contact, and good work practices should be used to prevent contact of the flux with the eyes.

Inorganic Water Soluble Fluxes- These strong fluxes are corrosive and contain zinc chloride, stannous chloride, hydrochloric acid and phosphoric acid dissolved in water. Zinc chloride can cause irritation of the nose, throat, and respiratory tract. Wearing long-sleeved clothing and gloves can prevent dermal contact, and good work practices should be used to prevent contact of the flux with the eyes. Fans or local exhaust ventilation should be used to minimize the exposure to soldering fluxes.

Gases and vapors from cleaning agents: Acids, alkalis, and organic solvents may be used to clean surfaces prior to soldering and for removal of remaining unwanted solder of flux residues after soldering. Hazards should be assessed on an individual basis for the solvents used in each operation.

Burns and fire: Burns can result from touching the hot objects associated with soldering, such as the soldering iron or surfaces heated by the iron. Work practices should be used to prevent contact with hot objects. Burns and fire hazards are both present when a torch is used for soldering.

Solder Constituents—Lead And Other Metals

Lead and tin are constituents of solders in common use. Other metals that can be found in solders include cadmium, silver, copper, nickel, zinc, arsenic, beryllium, antimony, indium, and bismuth. If these are used, their hazards should be assessed. Metal fumes may be a concern with all metal constituents, when temperatures exceed those typical of electronic soldering.

Recommended Lead Work Practices

The OSHA Lead Standard (CFR 1910.1025) addresses worker exposure to lead as an airborne contaminant. Based on standard soldering iron temperatures of 620°F-700°F and the melting point of lead (621°F), with a vapor pressure of 0.0 mm Hg and a boiling point of 3,164°F, it is unlikely that lead fumes will be generated during electronic soldering, unless the solder is heated to extreme temperatures. Even when there is no exposure to lead fumes, there is still a need for safe work practices to prevent employee exposure to lead from other routes.

To prevent the ingestion of lead, hands should be washed with soap and water before breaks, before lunch, before smoking, at the completion of soldering, and at the end of the workday. Work areas should be kept clean and wiped with a damp paper towel to minimize the accumulation of lead dust in the work area. Food is not permitted in work areas.

Lead-Free Solder

Lead’s ability to reduce the melting point of tin, increase its strength and improve its ductility, and provide excellent thermal cycling fatigue resistance make the tin-lead alloy unique. While the soldering process based on tin-lead solder does not present immediate airborne lead exposure problems, lead work practices and waste disposal are still an issue. There are environmental and economic advantages to using lead-free solder.

European Union requirements for use of lead-free solder have had an impact on soldering practices, and use of lead-free solder in electronic soldering is becoming more common. Lead-free solder may contain tin, copper, silver, and sometimes bismuth, indium, zinc, antimony, and other metals in varying amounts. The lead-free replacements for conventional Sn60/Pb40 solder have higher melting points, requiring re-engineering of most components and materials used in electronic assemblies.

The Federal EPA Lead and Copper Rule required solder and flux used in plumbing systems to contain less than 0.2% lead, starting in 1987. Lead in solder for use in drinking water systems has been replaced by copper, silver, or antimony, with an increased proportion of tin.

Hazard Assesment

Since there can be several products in use during the soldering process, each operation should be evaluated. However in all cases, work should be done in well-ventilated areas, and any signs or symptoms of irritation should be immediately reported. Lead safe work practices should be followed.

Controls

Typical soldering work should be done in areas with good ventilation and fans positioned to pull air away from the operator’s breathing zone. Where soldering is done frequently, local exhaust ventilation may be necessary. To prevent the ingestion of lead, hands should be washed with soap and water before breaks, lunch, prior to smoking, at the completion of soldering and at the end of the workday. Work areas should be kept clean and wiped with a damp paper towel to minimize the presence of lead dust in the work area. Food should not be permitted in work areas.

Training Presentations Available

Employees who perform soldering should watch Soldering Awareness. https://training.lbl.gov/ehs/training/webcourses/EHS0243/story_html5.html

Employees who use a torch for soldering should watch Safety-Welding/Cutting/Brazing. https://training.lbl.gov/ehs/training/webcourses/EHS0241/story_html5.html

SAFE SOLDERING ... continued

r

24 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

WHAT’S IN A NAME?Mechatronics Is A Synthesis Of Many Disciplines

From North Carolina State University

The word “mechatronics” stems from mechanical and electronics and is a relatively new approach to product design and development, merging the

principles of electrical, mechanical, computer and industrial engineering. It addresses the four interconnected disciplines used for all complex modern devices. Mechatronic systems are typically composed of traditional mechanical and electrical components but are referred to as “smart” devices or systems because of the incorporation of sensors, actuators and computer control systems. Over the years, the term “mechatronics” has come to mean the integrated methodology for designing products that exhibit fast, precise performance. Mechatronics is an emerging fi eld of engineering that integrates electrical engineering, mechanical engineering, computer science, control engineering and information technology. In layman’s terms, mechatronics combines these areas of engineering to allow the design, development and application of “smart devices” in an integrated, cross-disciplinary manner. Th e mechatronics concept establishes basic principles for a contemporary engineering design methodology. In this methodology, engineering products and processes have components that require manipulation and control of dynamic (moving) constructions to the required high degree of accuracy. Also, the design process requires integrating enabling technologies such as information technology and control engineering. A key factor for the design process involves integrating modern microelectronics and the engineering of soft ware into mechanical and electromechanical systems.

The Role of a Mechatronics Engineer

Mechatronics has been popular in Japan and Europe for many years but has been slow to gain industrial and academic acceptance as a fi eld and practice in Great Britain and the United States. In the past, machine and product design has been the domain of mechanical engineers. Aft er the machine was designed by mechanical engineers, solutions to control and programming problems were added by soft ware and computer engineers. Th is sequential-engineering approach usually resulted in less-than-optimal designs and is now recognized as less than optimal itself.

Th e prime role of mechatronics is one of initiation and integration throughout the whole of the design process, with the mechatronics engineer as the leader. Experts in the interdisciplinary mechatronics fi eld must acquire general knowledge of various techniques and be able to master the entire design process. Th ey must be able to use the special knowledge resources of other people and the particular blend of technologies that will provide the most economic,

innovative, elegant and appropriate solution to the problem at hand. Industry needs mechatronics engineers to continue to rapidly develop innovative products with performance, quality and low cost.

Where do Mechatronic Engineers work?

Mechatronic devices or “smart” devices have become common in our technologically advanced society. Mechatronics engineers can work in any company that develops, designs or manufactures and markets “smart” devices. Opportunities exist in manufacturing and sales, as well as research. Mechatronic devices have crept into everyday life. Examples include:

• Robots• Anti-lock brakes• Photocopiers• Computer disk drives• Humidity sensing clothes dryers and windshield

wipersMechatronic devices can be found in medicine and

surgery, agriculture, buildings, homes, automobiles, the toy and entertainment industry, and intelligent aids for the elderly and disabled.

he word “mechatronics” stems from mechanical and electronics and is a relatively new approach to product design and development, merging the

principles of electrical, mechanical, computer and industrial engineering. It addresses the four interconnected disciplines used for all complex modern devices. Mechatronic systems

integrated, cross-disciplinary manner. Th e mechatronics concept establishes basic principles for a contemporary engineering design methodology. In this methodology, engineering products and processes have components that require manipulation and control of dynamic (moving)

image courtesy of South Florida State College

r

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 25

In today’s times of ever thinning profit margins and increases in just about every cost related to manufacturing and distributing parts, remanufacturing companies simply cannot afford

to ignore the cost of Warranty Claims. Not only are companies finding it imperative to have a written Warranty Policy, but they

are also finding that their policy must be carefully written to be fair to their customer while protecting their own business from warranty-claims abuse. In conducting a survey of various size remanufacturing businesses the accompanying charts provide a breakdown of the results.

DO YOU HAVE A WARRANTY POLICY?APRA Member Warranty-Policy Survey Results

By APRA

36 Months

6%

24 Months13%

18 Months6%

12 Months75%

What is your standard Warranty Period?

36 Months

24 Months

18 Months

12 Months

Yes87%

No13%

Does your company require documentaon with

Warranty Claims?

Yes

No

Yes27%

No65%

Certain Excepons

8%

Does your company provide labor for Warranty Claims?

Yes

No

Certain Excepons

Warranty periods vary among different remanufacturing company product lines and ...

Other findings from the survey indicate that all but thirteen percent of companies require some form of documentation with warranty claims and ...

... contrary to what many customers tell manufacturers, almost three quarters of company’s surveyed DO NOT pay for labor costs relating to warranty claims.

26 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

WARRANTY POLICY ... continued

YES80%

NO12%

No Response

8%

Does your company document Warranty

findings?

YES

NO

No Response

YES84%

NO12%

No Response

4%

Does your company take acon against abusive

claims?

YES

NO

No Response

YES40%

NO48%

No Response

12%

Does your company accept Warranty Claims from past

customers?

YES

NO

No Response

Above 60%8%

50-60%20%

40-50%4%

20-30%4%

10-20%24% 0-10%

40%

What % of Warranty Claims are ACTUAL (vs. CLAIMED)?

Above 60%

50-60%

40-50%

20-30%

10-20%

0-10%

... eighty percent of manufacturers document their findings from those claims in order to take corrective action toward reducing future warranties.

Although forty percent of companies report ACTUAL warranties of below 10%, managing this category still represents significant potential savings directly toward the bottom line.

Although forty percent of the companies reported accepting warranty claims from past customers, this practice appears to be quickly decreasing probably due to a better understanding of core economics and the potential exposure of the product core.

It appears most remanufacturers understand this because eighty four percent of respondents reported that they take some type of action against abusive claims. Actions include customer training, inspection guides, or a visit by a company representative to help the customer recognize abusive warranty claims by installers or DIY’s

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 27

WARRANTY POLICY ... continued

Additional questions and responses from the survey include:

Q: Have you created your own policy or just copied a competitors (or others) policy?A: 73% Yes, 7% No, 20% No Answer

Q: Do you follow strictly your Written Policy?A: 44% Yes, 48% No, 8% No Answer

Q: Do you have GOODWILL for questionable claims?A: 84% Yes, 12% No, 4% No Answer

Q: If so, what are the criteria?A: Large customer with good management controls and Accounts; Large customer, good warranty history and pays bills; various reasons; Varies; it depends; usually just to satisfy the customer; customer volume and Warranty volume and cost to us; but now warranties go to 3rd party for Independent evaluation as well as factory evaluation by engineers; at route Person’s discretion; based on discussion of aspects of defect.

Q: Do you require return in original box (or manufactures box)?A: 44% Yes, 56% No

Q: Do you review the return product before paying a claim?A: 88% Yes, 8% No, 4% No Answer

Q: Do you provide your customer with a “Warranty Allowance” instead of returning product for warrant claims?

A: 16% Yes, 76% No, 8% No Answer

Q: If yes, what is the average % allowance?A: 2%, 2-5%, 10%, and 3.5%.

Q: Do you refuse core credit for scrap cores?A: 36% Yes, 44% No, 20% No Answer

Q: Are non-warranties and/or scrap returned to your customer?A: 44% Yes, 40% No, 12% No Answer – and 4% only upon request

Q: Do you experience more warranty/defect claims by type of customer (i.e., Mass Merchandiser, Fleet, Warehouse Distributor, Jobber, Retailer, Co-Man, Installer, etc.)A: 60% Yes – installer, distributor, mass merchandiser end user and WD8% No, 32% No Answer

Q: Do your customers threaten you with a loss of business if you do not honor a warranty request even when you have evidence that the product is not warrantable?A: 52% Yes, 36% No, 12% No Answer

Q: Do you have a technical support program available so the end user can contact them for assistance when a perceived warranty condition exists?A: 76% Yes, 8% No, 16% No Answer

Q: Do you use quality testing such as statistical process control or 100% testing to identify defective products prior to shipment?

A: 64% Yes, 24% No, 12% No Answer

Q: Do you validate warranty claims through diagnosis or inspection?A: 88% Yes, 4% No, 8% No Answer

Q: Do you use education/training methods with your staff to reduce warranty claims?A: 84% Yes, 16% No

Q: Do your employees understand the financial impact of warrant claims and how important it is to minimize them?A: 88% Yes, 12% No

Q: Do you deny claims that are not justified (i.e. not your product)?A: 88% Yes, 8% No, 4% Sometimes

Q: Do you provide inspection reports or pictures of product claimed warranty/defect?A: 72% Yes, 16% No, 4% as needed, 4% if asked, 4% only when requested.

Q: Do you recall products that are deemed (or potentially) defective?A: 75% Yes, 25% No

Q: Do you have product traceability?A: 72% Yes, 4% No, 24% No Answer

Q: Do you hold management and/or employees responsible for warranty/defective products deemed to be assembly related?A: 56% Yes, 32% No, 12% No Answer

YES80%

NO15%

No Response

5%

Does your company ulize Warning and/or Instrucon

labels/inserts to reduce Warranty Claims?

YES

NO

In addition to the defensive actions in managing warranties, eighty percent of respondents take a proactive approach toward warranty claims reduction by using some type of warning or instruction included with the product to educate installers about precautions or correct installation/adjustment methods, etc.

r

28 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

R&R Tech

TECH

NIC

AL T

RAIN

ING

•Author: Chris Adams

•Subject Matter: LCT1000

•Issue: No higher shift

the UnexpectedExpect

©2019 Transmission Digest. Reproduced with permission. For subscription information call 800-274-7890

Here in the Midwest the dog days of summer are here,

creating a hot, humid environment and the intermittent issues that seem to come with it. You know…the types of concerns in which you have to drive the vehicle for an extended road test, and by the time

you see what the issue is and get back to the shop, the heat from the engine compartment or under the vehicle is almost unbearable and you can’t touch anything without heat resistant gloves on. Good times.

That is where this story starts. A 2011 Chevrolet HD2500 6.6L equipped with a LCT1000 trans-mission came into the shop with a customer concern of no reverse and the indicator under the “R” is flashing. No power when pulling

1

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 29

©2019 Transmission Digest. Reproduced with permission. For subscription information call 800-274-7890

from a stop, and it won’t shift into higher gears on highway. Over the past few months we had seen a rash of bad Allison TCM’s with various different complaints, so I wondered if this might have been the case with this vehicle.

I started the evaluation by scan-ning all modules for DTCs and I found a P0721 “output speed sensor performance” code, and a P0722 “OSS low voltage” code, so this one appeared pretty straight forward, at first glance. Off I go for a road test intending to focus my attention to the OSS PID, so I set up the scan tool in graphing mode and saw that after about ten minutes while slowing down, the OSS signal drops out. (Figure 1)

When I went to take off from the

2

3

stoplight the truck was in failsafe, so I pulled over and checked for codes and found the P0722 had returned. I went back to the shop to finish the evaluation and take a closer look at the OSS. I performed a battery and charging system test, which passed, so I let the vehicle sit for a couple hours while I checked out a few more vehicles. When I got back to it and went to unplug the OSS connector, the locking tab broke right off. The connection looked ok, as I saw no corrosion and the pin drag was good. I then unscrewed the sensor to make sure it was not mechanically damaged in some way, which it was not. I put my finger into the hole to make sure the reluctor ring was not damaged or loose, but I did not really expect

to discover anything wrong there since it was a low voltage code I was chasing. It appeared to be ok.

At this point I could have taken a different path, but I don’t think the outcome would have been any different. We have all seen our fair share of these plastic screw in sensors have issues in the past and I had looked over the wire harness routing as per the PI#0339C and did not see anything wrong with it, and we had a sensor in stock so I ordered the repair pigtail from GM and proceeded to replace the OSS and pigtail feeling fairly confident it would correct the issue. After another extended road test, you guessed it… the speed sensor signal dropped out again very similar to the first screenshot, but this time it had set a P0721 code. In retrospect I knew I should have sold diagnos-tic time to the customer and put a scope on the sensor, so now the diagnosis time is on me.

I connected the scope to the OSS right at the connector and headed out again, not really expecting to see a problem here since it was a new sensor and pigtail. The reluctor was not damaged, so I was really thinking it would end up being a wiring issue or a bad TCM.

After another long road test the OSS signal on the scope and the data PID both dropped out at the same time. What? Did I have a bad “new” sensor? Remember when I said I don’t think the outcome would have been any different? If I would have done this from the start I really think I would have still put a sensor in it.

I brought the truck back into a bay and removed the sensor while it was blazing hot. I think it was about 96°F that day, and I bravely stuck my finger into the t-case to check the reluctor again and I finally discovered the real issue: while the

30 • OCTOBER 2019 • REMAN CONNECTION • www.apra.org

©2019 Transmission Digest. Reproduced with permission. For subscription information call 800-274-7890

ring would not spin on the shaft (it is splined onto the shaft), it did slide forward and backward. Figure 2 is when I pushed it forward, and Figure 3 is when it was pushed back toward the driveshaft.

When it was forward the teeth were barely in the middle of the hole, and the sensor pickup is only

4

5 about a 1/8” wide. This appeared to be the issue. I put it back together and went out again to try to verify it, and was able to. Look at each one of the dropouts when I quickly applied the brakes. (Figure 4) This confirmed that the issue was inside of the transfer case. After the trans-fer case was removed and I pulled the rear case half I could see what had happened: the snap ring on the backside of the rear bearing was broken into pieces. (Figure 5) This allowed the output shaft to slide forward just enough so that when the reluctor was at the forward end of its travel, it was enough to move it out of the sensors range and lose the signal. We ordered a couple snap rings and a rear bearing, made sure all the pieces of the broken snap ring were accounted for, and put it all back together. Now work-ing as designed, no codes returned and we were able to deliver the truck back to the customer.

Expect the unexpected.

Chris Adams started with Certified Transmission in 1986 as an R&R technician, and currently works as our Diagnostic Trainer. His current duties involve training and advising our retail diagnosticians, as well as assisting in the research and development of our remanufactured products. He is also holds ASE Master and L1 certifications.

www.apra.org • REMAN CONNECTION • OCTOBER 2019 • 31

RecallsCatalytic ConvertersRASCATS APPCoreProCorePro MobileRASBidCoreConnectCoreConnectURGMetals Recycling

Our patented web-based systems eliminate backorders through an individualized core sourcing network.

Supplier#1to the LargestRebuilders

WorldwideYOUR COREPARTNER

1-800-633-0162 | www.coresupply.comREBUILDERS AUTOMOTIVE SUPPLY